Internal combustion engine



Sept. 9, 1958 G. w. covoNE INTERNAL coMBusTIoN ENGINE Filed Feb. 17. 1958 Il/I,

f rrlllrrllniilnll INVENTOR. j omf,

INTERNAL COMBUSTION l ENGINE G ll William Covone New Haven Conn., assignor of iiiii-ohalf to Daniel R. Macdonald, New Haven, Conn.

Application February 17, 1958, Serial No. 715,691

1 Claim. (Cl. 123-65) My inveutionrelatesto improvements in internal comi bustion engines, and has particular utility in internal thermal efficiency than customary in the two-cycle interna] combustion engines of the prior art.

Another important object of my invention is to provide a two-cycle internal combustion engine which, by

. the utilization of some of the heat and kinetic energy contained in the exhaust gases of the engine for the vaporization of the fuel, can accomplish the perfect vaporization and Carburation of comparatively heavier and less volatile fuels, thereby making it possible to operate the two-cycle internal combustion engines on considerably less costly fuels than the customary gasoline.

Other objects and advantages of my invention will be apparent during the course of the following description.

The accompanying drawing,rforming a part of the present application, shows a diagrammatic view of the preferred embodiment of my invention.

Referring to the drawing, the numeral 1 designates n two-cycle internal combustion engine having a cylinder 2 enclosing the piston 3 in the customary arrangement.` I Mounted on the cylinder 2 is the spark plug 4 which ,United States Patent O 2,851,021 y Patented Sept. 9, 1958 ICC vertically slidable and is mechanically connected tothe control valve 20, mounted at the base of the control chamber. The control piston 18, the spring 19, control valve and the port holes 17 are so coordinated that when the pressure of the exhaust gases raises the piston 18 against the spring pressure it opens the control valve 20, and when this upward motion of the piston 18 continues it uncovers and opens the portholes 17.

is of the usual construction and serves for the ignition of the fuel in the usual manner.

The cylinder 2 is provided also with an exhaust port 5 so located that when the piston 3 is in the vicinity of its lowest position, as shown in the drawing, the port S permits communication from the interior of the cylinder 2 into the exhaust` pipe 6; in other positions of the piston this communication is interrupted by the piston covering the port 5.

Mounted at the upper end of the cylinder 2 is the intake valve 8 leading into the intake pipe 9. This intake valve 8 is controlled by the usual cam mechanism operatively connected to the engine 1 so that the valve 8 will be open in each revolution of the engine crank shaft at a predetermined instant and for a predetermined duration.

Adjoining the outer end of the intake pipe 9 is-the air compressor 10, the function of which is to cause a flow of air from 4the air inlet opening 11 into the intake pipe 9. The butterily valve `12 located in the intake pipe 9 serves to regulate the velocity of this ow of air ln the form of my invention illustrated in the drawing the exhaust pipe 6 is fork-shaped with one branch terminating in the outlet opening 13 equipped with a check valve 7 which permits the exit of the exhaust gases from the exhaust pipe 6 but prevents a reverse ilow.

The other branch of the exhaust pipe 6 leads to the vaporizer 14, which constitutes an important part of the present invention.

As illustrated in the drawing, the vapor chamber 15 surrounds the upper portion of the control chamber and contains a perforated tube 21, which is extended to the intake pipe 9, where it is connected to the intake nozzle 22.

Another important part of my invention is the fuel chamber 23 connected to the control valve 20 by the pipe 24. This fuel chamber 23 is supplied with 'liquid fuel through the feed pipe 26 by a customary fuel pump and the fuel level is maintained constant by a customary oat, the construction of which is known in the art and needs no description here. The fuel check valve 27 serves to prevent a reverse ow of the fuel. The fuel spray nozzle 25 serves to connect the fuel chamber with the vapor chamber 15.

The operation of my invention is as follows:

' Following the ignition of the fuel mixture by the spark plug 4, the force of the explosion will drive the piston 3 downward and when the piston reaches the vicinity of its lowest position it uncovers the exhaust port 5 permitting the exhaust gases to rush into the exhaust pipe 6 and to escape partly through the outlet opening 13 by raising the check valve 7. A part of the exhaust gases will rush into the control chamber 16 and the impact of this high velocity ow will raise the pressure in the control chamber causing the rising of the control piston 18 against the spring pressure.` This upward movement of the piston 18 will open the control valve 20 permitting the exhaust gases to enter the fuel chamber 23 through the pipe 24. The high pressure and high temperature of the entering exhaust gases will produce a strong turbulence and vaporization of the fuel in the fuel chamber 23, causing the fuel particles to pass through the fuel spray nozzle 25 into the vapor chamber 15.

During this time the rise of the piston 18 has reached the height at which the port holes 17 are not covered any more by the piston 18. The result of this condition will be the entering of the exhaust gases through the port holes 17 into the vapor chamber 15 causing a further vaporization of the fuel mixture. Then, the fuel mixture thus thoroughly vaporized will flow through the perforations of the tube 21 into the interior of this tube 21 and from there to the intake nozzle 22 located inside the intake tube 9.

At this instant the intake valve 8 actuated by the cam mechanism of the engine, will open, permitting the entering of the air delivered by the compressor 10 and the vaporized fuel Iemitted and thoroughly mixed with the air by the nozzle 25, into the cylinder 2 of the engine.

Following this, the intake valve 8 will be closed by the cam mechanism of the engine, the fuel contained in the cylinder will be compressed by the upward moving piston 3 and ignited at the proper instant by the spark 3 plug 4, followed by the repetition ofthe cycle above described. v

It is to be understood that the form of my invention herein described and illustrated is only an example of the same, and that various changes in the shape, siz'e, and in the arrangement of the parts may be'resorted to without departing from the spirit of my invention or the scope of the subjoined claims.

I claim:

A two-cycle internal combustion engine comprising a cylinder enclosing and slidably supporting a piston having a coaxial reciprocating motion, said cylinder having an open and a closed end and being providedV with an exhaust port so located as to permit the exit from the interior of said cylinder when said piston is in the vicinity nearest to the open end of said cylinder; an exhaust pipe adjoining said exhaust port and terminating in an outlet opening equipped with a check valve permitting an outward ow from said exhaust pipe and preventing a reverse ow; a control chamber adjoining said exhaust pipe and being cylindrical in shape and being provided with port holes; a control valve mounted within said control chamber and having open and closed positions; a spring pressed control piston slidably mounted within said cylindrical control chamber with mechanical connection to said control valve, so that the movement of the said control piston against the spring pressure will open said control valve and the continued motion of said control piston against the spring pressure will uncover and open said port holes; a fuel chamber communicating with said control chamber through the said control valve and being provided with a fuel feed pipe connection and a fuel check valve to prevent a reverse flow of the fuel from the fuel chamber; a vapor chamber surrounding said control chamber with communication through said port holes; a fuel spray nozzle leading from said fuel chamber to said vapor chamber; a perforated tube mounted within said vapor chamber; an intake valve mounted at the closed end of said cylinder and having open and closed positions; mechanical actuating means operatively connected to the engine to open and to close said intake valve at predetermined instants;

an intake pipe adjoining said intake valve; an air eompressor adjoining the outer end of said intake pipe to deliver air into said intake pipe from the exterior; a buttery valve located within said intake pipe to regulate the air flow; an intake nozzle mounted within said intake u References Cited in the le of this patent UNITED STATES PATENTS Flynt Ian. 31, 1922 Weeber Apr. 19, 1927 

